Gate control system



3 Sheets-Sheet 1 Filed NOV. 12, 1964 Feb. 13, 1968 PIEKARSKI GATECONTROL SYSTEM 5 Sheets-Sheet 2 Filed Nov 12, 1964 Feb. 13, 1968LHEKHSK. -3,368,305

GATE CONTROL SYSTEM Filed Nov. 12, 1964 3 Sheets-Sheet 3 United StatesPatent O 3,368,305 GATE CONTROL SYSTEM Leonard Piekarslri, Pomona,Califi, assignor, by mesne assignments, to Smyth, Roston & Pavitt, LosAngeles, Calif., a firm Filed Nov. 12, 1964, Ser. No. 410,574 15 Claims.(Ci. 49-70) The present invention relates to a parking lot entrance gatecontrol system.

Parking lot entrance control systems in which a gate opens uponwithdrawal of a ticket by a driver who has approached the gate with hiscar, usually are rather complicated mechanisms. One of the principaldrawbacks of known parking lot entrance gate control systems are to beseen in the fact that they can be tampered with rather easily. Theprincipal source of tampering is that the issuance of a ticket as apreliminary step for gate open control can be induced by any object, apedestrian, a bicycle, or the like. Another drawback of the known systemis that the tickets When issued, are issued at a high speed which hasproved to be disadvantageous because in high humidity weather, ticketstend to tear.

The gate control system that is the object of the present invention ischaracterized primarily by simplicity of design, by establishing atamper-proof system, by slow motion control and by the fact that only acar can cause operation of the system.

The system is characterized by an interlocked gate open and gate closedcontrol circuit permitting, relatively speaking, slow motion control ofthe gate by a car and by the car alone, respectively when approachingand when receding from the gate.

Principal sensing units of the inventive system are two magneticdetectors positioned respectively in front and behind the gate at aposition from each other which permits energization of but one of themat a time. The positioning is preferably selected so that the detectorunits are shielded from external influences, which can be done bysubmerging these detector units into the pavement of the entrancedriveway of the parking lot.

The detector units are of the type in which permanent magnets aresuspended permitting rotary motion and governing a switch. Normally,these magnets are aligned with the earths magnetic field, but when a carapproaches either of them the magnet deflects due to interaction of themagnetic field emanated by the car when in suflicient close range, withthe magnet of the detector unit. The switch of such magnetic detectorunit is, therefore, actuated when and as long as a car is in its range.

The detector unit that is positioned to monitor the approach of a car tothe gate controls a ticket spitting mechanism which includes a tickettype advancing wheel set into slow motion by an oscillator type motor.This motion is initiated upon a response of the approach side detectorunit. The circuit governed by the approach side detector unit is,furthermore, of the self-locking type, which means that once a car hasentered the range of the approach side detector, the latter responds andblocks itself for further response by latching a relay to keep theticket spitter motor running for one step as defined by locking ticketmetering devices. The slow motion of the ticket spitter is interruptedwhen the step is completed by issuing one ticket. Upon withdrawal of aticket by the driver, a gate open control circuit, initially preparedfor operation by the latching relay mentioned above, is now energizedcausing the gate to open.

The gate is itself controlled by an electromagnet coil having amechanical slow motion output to permit relative slow motion gateopening without interpositioning of a gear box. In particular, the coilfor gate open control may be part of a slow motion oscillator typemotor, havice ing its rotor output directly coupled to the shaft forpivoting the gate. A limit switch terminates the gate open control whenthe gate is opened.

Alternatively the gate open control coil may be used to energize aplunger linked directly to the shaft to slowly open the gate, which slowmotion may be dampened by a fluid cushioning type cylinder. After thegate has opened the driver proceeds with his car, and after the car hascleared the gate, his car enters the range of the second detector whichis of the same magnetic type mentioned above and which performs twofunctions. It first establishes again responsiveness of the firstdetector, and, secondly, it controls a second coil which in a similarbut inverse manner now controls the closing of the gate.

While the specification concludes with claims particularly pointing outand distinctly claiming the subject matter which is regarded as theinvention, it is believed that the invention, the objects and featuresof the invention, and further objects, features, and advantages thereofwill be better understood from the following description taken inconnection with the accompanying drawing, in which:

FIG. 1 illustrates a perspective view of the general layout of a gatecontrol system in accordance with the present invention;

FIG. 2 illustrates somewhat schematically a circuit network forcontrolling the gate control system shown in FIG. 1;

FIG. 3 illustrates somewhat schematically a ticket spitting mechanismcontrolled by the circuit shown in FIG. 2;

FIG. 4 illustrates a modification of the circuit shown in FIG. 2 andincorporating a modification of the ticket spitting mechanism shown inFIG. 3;

FIG. 5 illustrates somewhat schematically a gate con trol device findingutility in the system shown in FIG. 1 and being controlled by a circuitsuch as shown in FIG. 2;

FIG. 6 illustrates a detail in the gate structure;

FIG. 7 illustrates somewhat schematically a general layout of a modifiedticket spitting mechanism for the system shown in FIG. 1; and

FIG. 8 illustrates a modification of the circuit network shown in FIG. 2to accommodate the modified device shown in FIG. 7.

Proceeding now to the detailed description of the drawing, in FIG. 1thereof is shown in perspective view the general layout of an embodimentin accordance with the invention. What is shown in particular is adriveway 10 which is a part of an entranceway to a parking lot, aparking building, or the like. Of course the driveway 10 can also beconsidered as part of a toll road, bridge approach or the like. Thisroad 10 is governed by a gate comprised of a post 11 for pivotallysupporting a gate arm 12 which when closed extends across the driveway10 and is balanced by a weight 13 in the usual manner.

In the gate approach section of the road 10, and underneath the pavementthereof, there is mounted a magnetic detector unit 14 of the type shownand disclosed in applicants copending application S-er. No. 395,747(filed Sept. 11, 1964). A similar detecting unit 15 is positioned in thepavement of road 10 away and on the other side of gate 12.

Detector units 14 and 15 are positioned in such a manner that the unit14 is rather close to the gate 12, and, particularly, the unit 14 mustbe positioned to be remote from other traffic. The driveway 10 willusually branch off a main road, and the unit 14 must be positioned notto be energized by cars passing on the main road. On the other hand,unit 15 must be positioned sufficiently far away from the gate 12, sothat a car will not influence this unit 15 until it has passed throughthe gate 12 when opened.

The post or support trestle 11 houses the means for moving the gate 12up and down. This will be explained more fully below. A box 16 ispositioned close to the gate and within reach of a driver in a car whichhas approached the gate. Box 16 houses a ticket spitter device capableof issuing tickets through a window 17 when an approaching car hasenergized the detector unit 14. The unit 16 is also mounted on a post,and it may contain the circuit logic controlling the up and downmovement of gate 12 as well as the circuit network processing thesignals resulting from response of the detector units 14 and 15.

Operation of this gate control will be understood best from thedescription of FIG. 2 showing a first example for a circuit networkwhich operates the gate control in response to signals developed by thedetector units 14 and 15'. A voltage source RS feeds a first transformer21 pertaining to the approach detector unit 14, but it may of course behoused in the case 16 shovhl in FIG. 1. The primary circuit oftransformer 21, however, is governed by a blade, normally closed, of anormally unenergized relay 22.

The transformed secondary voltage is applied to a rectifier 23 feeding atransistor amplifier circuit 24. The detector unit 14 governs the baseelectrode of this transistor 24. The magnetically operated contact 14 isnormally disengaged from stationary contact 14". The 'base circuit ofthis transistor is normally biased for suppressing any collector currentuntil the detector unit 14 applies negative operating potential to thebase electrode of transistor 24. Upon approach of a car in driveway 10,the contact 14' is deflected for a response of detector unit 14. Closingof contacts 14 and 14" drives a collector current through transistorcircuit 24 and through a small relay 25.

The operating contact 25-1 of relay 25 governs relay 22. A secondcontact 25-2 of relay 25 governs directly a ticket spitter releasesolenoid 30, which, as will be described more fully below, controls theissuance of but one ticket at a time through the window 17 in the box 16(FIG. 1). Additionally, the contact 25-1 of relay 25 governs ticketspitter motor 31 which sets the ticket spitter mechanism into motionwhen released by solenoid 31). The solenoid 3b is energized only for aslong as relay 25 is energized and has its operating contact 25-2 closed,which ticket spitter motor 31 remains energized via blade 22-1 after andas long as relay 22 responds. Relay 25 initiates also energization ofticketspitter motor 31, via relay 22. The blade 22-1 of relay 22connects the motor 31 to the voltage source terminals RS for as long asrelay 22 remains energized and independent from relay 25.

As will be described more fully below, a normally closed limit switch 32is opened by the ticket ejected by the ticket spitter. This limit switch32 is connected in series With a contact blade 22-3 which is normallyopen, but is being closed upon energization of relay 22. These twocontacts are further connected in series with a normally closed limitswitch 37, and all these three contacts, i.e., 22-3, 32 and 37, areconnected in series with an energizing coil 36.

This energizing coil can have different configurations. In its preferredform this coil 36 is the stator coil of a low-speed pulsating oroscillating type motor. An example of this type of motor is traded underthe name of Enercon; it operates by translating pulsating DC. or lowfrequency cycle A.C. into slow rotary motions (20 rpm. or the like). Therotary shaft of this type of motor is connected to the shaft 18 formoving the gate 12 up.

Thus, when a car approaches the gates 12 on the driveway 10 (FIG. 1),the unit 14 is energized to control the transistor 24 to conduction andto energize relay 25. Upon energization of unit 14, therefore, relay becomes energized. Relay 25 when energized closes its two contacts 25-1and 25-2 to energize the following three elements; first, the relay 22is energized and remains energized through its contact 22-1 when closed.Second,

the ticket spitter solenoid 30 is energized temporarily and for theduration of the energization of relay 25 to release the ticket spittermechanism, and thirdly, the ticket spitter motor 31 is energized andremains energized for as long as the relay 22 is in the energizedposition. The energization of relay 22 causes contact 22-2 to open andtransformer 21 deenergizes. After transformer deenergization, thecollector current through transistor 24 is interrupted, relay 25denergizes and opens its contacts 25-1 and 25-2; the ticket spittersolenoid 30 is being deenergized accordingly.

Since relay 22 holds over contact 22-1, the motor 31 remains energized.The relay contact 22-3 of relay 22 closes as preparatory step forenergizing coil 36. The two contacts 32 and 37 are normally closed, butthe ticket in the first phase of its ejection interrupts the circuit forthe coil 36. After withdrawal of the ticket by the driver whose carcaused the unit 14 to respond, the limit switch 32 closes again, and nowan energization circuit is established for the coil 36. If a motor ofthe type described above is used, the gate now opens relatively slowlyuntil it has reached the open position. When the gate has reached theupper or open position, the limit switch 37 responds and opens thecircuit again thereby interrupting energization circuit for the coil 36.7

At this point the circuit remains at a state in which relay 25 isdeenergized and cannot be reenergized, because the transformer circuitsupplying power to relay 22 as well as to the transistor 24 isinterrupted. The relay 22 is energized, and it remains energized untilits holding circuit is being interrupted from a relay 52 to be describedmore fully below and pertaining to the second detector unit. Theenergization circuit for coil 36 is interrupted, because the gate isopen which is signaled by the open limit switch 32. The ticket spittermotor 31 is still running, but the release solenoid 30 is beingdeenergized which in fact means that the ticket spitter mechanism isarrested even though the motor 31 is running, but it is stalled. Thus, aslow motion Enercon-type motor will preferably be used also for motor 31since stalling will not overheat this type of motor. No change in thenetwork is possible until the relay 52 has responded to interrupt anddeenergize relay 22.

Proceeding now with the description of the second detector network whichis governed by the magnetic detector unit 15. Unit 15 is of the sametype as the unit 14 and is placed behind the gate. This unit 15 can onlybe, energized if the driver of the car, first, removes a ticket fromwindow 17 and thereby causes the gate 12 to open; and second, drives thecar under the open gate 12 and into the range of the detector unit 15.

The detector circuit network governed by this unit 15 is very similar tothe one operated by the detector 14. There is provided a transformer 41,a rectifier diode 43, and a transistor circuit 44 having its baseelectrode connected to the magnetic detector unit 15. When unit 15responds to the approach of a car, a collector. current flows throughtransistor 4,4 and through a small relay 45. It will be, observed thatthe transformer and particularly the primary circuit of the transformer41, is permanently connected to the voltage source terminals RS, so thatthis detector unit and its circuit network is always biased foroperation.

The operating contact 45-1 of the small relay 45 when closed causes theenergization of relay 52. Relay 52.

governs a blade 52-1 which when closed is connected in series with alimit switch 57. Limit switch 57 is open as long as the gate 12 isclosed, but switch 57 closes during the gate opening procedure, duringthe gate opening position and during the gate closing action prior tocompletion thereof. Thus, at the time relay 52 responds, the gate 12 isopen and contact 57 is closed thereby permitting the establishing of aholding circuit for relay 52.

A contact 52-3 of relay 52 governs an operating circuit for a coil 5a.This coil 56 pertains to a second motor, for

example, of the Enercon type outlined above, but being coupled to theshaft 18 in such a manner that the gate closes when coil 56 isenergized. Of course, when the gate 12 is closed, the limit switch 57opens thereby interrupting the circuit for motor or driver coil 56. Thetwo motors respectively governed by the two coils 36 and 56 can bedirectly coupled to the shaft 18; one-way clutches do not have to beinterposed since the open and closed position limit switches preventconcurrent energization of both motors. Thus these motors may operatethe same shaft and energiz-ation of coils 36 and 56 is possible only inalternating modes.

The contact 52-2 governs the energizing circuit for the relay 22 asstated above. Upon response of detector 15, the detector 14 is thusbeing re-enabled, since release of relay 22 is required so that powercan be applied again to input transformer 21 of unit 14. Furthermore,the ticket spitter motor 31 is deenergized therewith.

The gate closing procedure governed by the coil 56 is independent fromthe energization of relay 45. Thus, even if a car recedes from the rangeof detector 15, the relay 52 will denergize only after limit switch 57is opened, and, thereafter, when the gate really is completely closed,the coil 56 deenergizes, and the entire device is in a state permittingrepetition of the operation. Relay 22 is energizable again only afterthe gate 12 is completely closed. A new gate opening (coil 36 energized)by and for a second car requires that the gate be completely closedfirst after the first car has passed through. Should because of heavytraffic, a car enter the range of the first detector 14- at a time whenthe gate 12 is still moving down, the closing of the energizationcircuit of relay 22 by operation of energization of relay 25 remainsineffective because the energization circuit proper for relay 22 isgoverned by the contacts 52-2 of relay 52, which in turn remains openfor the duration of the gate closing procedure. Thus, in this instance,the transformer circuit for transformer 21 is not being interruptedimmediately by the approaching (second) car, but the signal stands on,i.e., the relay 25 remains energized, until the gate 12 has closed, andrelay 52 is deenergized. An energization circuit for relay 22 can beestablished only thereafter. Relay 22 responds after gate closing andinterrupts the transformer circuit for transformer 21 and only then canthe cycle be repeated.

It has been found, that a car when passing through the gate, and evenwhen accelerating at a high rate, is usually longer in the range of thedetector 15 than is necessary for the closing of the gate. In otherwords, the detector 15 and the relay 45 remain energized for a period oftime that exceeds the duration of closing the gate, so that the limitswitch 57 has opened already when relay 45 still is energized and stillenergizes directly relay 52. This, of course, is a matter of properpositioning of unit 15, so that the car when receding from the closinggate energizes the unit 15 long enough. In this case, the holding orlatching contact 521 can be omitted, and the relay 52 does not have tobe of the self-latching type.

Since only the polarized magnetic field of a car approaching the gate iscapable of actuating the detectors 14 and 15, the closing and opening ofthe gate is possible only by a car, and no tampering will cause the gateto open, nor is any accidental opening possible. Bicycles or any othermetallic objects brought into the range of the detector units 14 or 15will not cause any kind of response thereof.

It will be appreciated that basically a similar circuit can be employedfor purposes of having a gate controlled by a coin. In this case therewould be no ticket spitter motor 31 nor a release solenoid 30, but theswitch 32 which in the above described embodiment is being closed by thewithdrawal of a ticket, will be closed upon the insertion of a coin.Relay 52 may cause a latch or the like for the coin to drop into thecoin basket after the car has passed, causing thereby the coin operatedcontact (32) to open 6 again, to be reenergized only by the next carapproaching the unit 15. All other circuit networks will be the same.

Proceeding now to the description of FIG. 3, the ticket spitter deviceis shown somewhat schematically and only as far as relating to theelements shown in FIG. 2. The elements shown in FIG. 3 are, of course,housed in box 16 shown in FIG. 1 and in relation to the window 17 fromwhich the tickets may be withdrawn. The principal ticket advancingelement is a sprocket wheel type element 60 having radially outwardlyprojecting studs such as 61 which are disposed along the periphery ofwheel 60. These studs are arranged at a distance commensurate with thesize of the ticket, and it is basically presumed that the tickets havetwo holes each for gripping by the sprocket wheel.

Normally, a ticket projects almost but not quite to the Window 17. Acontinuous supply of tickets is provided in abasket 63 containing aticket tape 62 folded in a meander type fashion. The respective end ofthe tape is gripped by the sprocket wheel 60 to be transported towardsthe window 17. An arm 64 is urged by a weight 65 into proximity of theticket tape so that the tickets are being properly gripped by the wheeland maintained in position until permitted to leave the wheel forpassage through the window 17.

The wheel 60 is being driven by the motor 31 mentioned above and whichpreferably is of the same slow speed type mentioned above. The rotor ofthis motor 31 directly drives the shaft 67. The wheel 66 is mounteddirectly on shaft 67. The solenoid 30, also mentioned above, operates aplunger 68 which is biased by a spring 69 to normally push the head ofplunger 68 into one of three openings 70 provided in one of the faces ofwheel 60. Upon energization of solenoid 30, the head of plunger 68 iswithdrawn from the respective opening and since, as will be recalled,the motor 31 is being energized concurrently thereto, the wheel 60 isthen reeled out of its previous position.

It will be recalled further that solenoid 30 was energized onlytemporarily, but at the time of solenoid deenergization (relay 52, FIG.2) the wheel 60 has already left its previous position so that theplunger 68 does not return into a hole 70 but is now urged by spring 69against the front face of this wheel 60. After the wheel 60 has rotatedwhich, for example, is the rotation necessary to move out one ticket,the next hole 70 approaches the plunger 68, and its head is pushed bythe spring 69 into this hole, and stops the wheel 61) instantaneously.At that time, the motor 31 is still on but is stalled until being turnedoff later on. By cam operation or otherwise it is then possible tooperate a cutter 71 together with a time stamp or the like in a mannerknown from ticket spitter devices and does not have to be repeated here.It can also be seen that the ticket when having entered and passedthrough the window 17 actuates the limit switch 32 for the purposeswhich were outlined with reference to FIG. 2.

The system described above can be modified in several respects.Particularly, the circuit network described with reference to FIG. 2 andcooperating with the ticket spitter mechanism shown in FIGS. 3 and 4 issusceptible to difierent modifications, one of them is shown in FIG. 4.Before describing FIG. 4, it should be mentioned that if the motor 31 isof the Enercon type mentioned above, it is not only stallable, butcapable of instantaneous stopping, which means it can come to a fullstop after a stop command signal in a time less than it takes its rotaryoutput to rotate by half a degree. Therefore, the solenoid 30 in FIG. 2can be omitted, and the ticket spitting mechanism can then be controlledstrictly by turning motor 3-1 on and off.

In order to monitor the rotation of the wheel 60 by one step, other thanby solenoid controlled braking action, it is advisable to have theprojections 61 spaced angularly at a distance which is equal to thelength of one ticket,

and .notto the length of half a ticket as shown in FIG. 3. In this case,furthermore, there is provided a light barrier comprised of a lightsource '72 (see PEG. 4) with a mask 72 for concentrating a light :beamaxially along the periphery of the wheel 60. In view of the regularityof the design of the wheel, it is possible to have this light barrierlocated conveniently at such a position that any lug or projection 61will interrupt the light barrier precisely after issuance of one ticket.Thus, the mechanical system shown in FIGURES 3 and 4 simply can bemodified in that the solenoid 30 with plunger 68 and spring 69 beomitted which makes also the apertures 70 superfluous. Since lamp 72 andmask 72 are both very small, no problem arises as to their placement.The light beam from lamp 72 is monitored by a photoelectric cell orphotoelectric resistor 73.

The circuit network shown in FIG. 4 only shows the modifications of thenetwork shown in FIG. 2 as fas as necessary for processing the outputsignal of resistor 73 and for controlling the ticket spitter motor 31.It should be mentioned that the two detector units 14 and 15 withtransistor and transformer biasing network remain the same, and the gateclosing control circuit including relay 52 and coil 56 etc. also remainthe same. The modification affects only the operating circuit of therelay 22. In particular, the relay 22 is provided with an additionalcontact 22-4, now individually governing ticket spitter motor 31together with a second limit switch 32. It will be recalled that theticket spitter limit switch 32 is normally closed but opens when aticket enters the window 17. The

second limit switch 32 is placed next to switch 32, and

switch 32 is also normally closed when there is no ticket in the window;switch 32 is also opened by the progressing ticket. Thus, upon initialresponse of relay 22, the contact 22-4 closes and a series circuit isprovided for motor 31 and for as long as the limit switch 32' is closed;ticket spitter 31 starts to run. The continuing energization of motor 31is ensured by a relay 74 connected in series with the photo resistor 73.

The photo resistor 73 is positioned so that when the light from thelight source 72 is not interrupted by any projection 61 of the wheel 60,the resistance of resistor 73 is lowered to such an extent that anenergization circuit can flow through the relay 74 causing it torespond. If the light barrier is interrupted by a projection 61, theresistance of resistor 73 is high thereby preventing energizationcurrent to flow through relay 74, and the relay 74 will open itsoperating contact 74-1. The other operating contacts of relay 22 such asthe contacts 22-2 and 22-3 as shown in FIG. 2 perform the same functionalso in this modification, and therefore have not been shown in detail.

Normally, the motor 31 is in stopping position. Since the stopping ofthe motor 31 is practically instantaneous and is caused by theinterruption of the light barrier by a projection 61, the light barrierremains interrupted for as long as motor 31 is at standstill. Thus, inthe normal position and .state, a projection 61 blocks the path be-.tween the light source 71 and the photo resistor 73, and

no energization current flows through the relay 74 accordingly. Inoperation, it will be appreciated that the relay 22 will respond onlyafter a car has entered the range of the approach side detector unit 14,provided no car is in the detector range of the other detector unit(15). In this case, the relay 22 will respond as afore-descrihed,thereby closing among others the contact 22-4. The limit switches 32 and32 are closed since at that moment no ticket is being issued.

With closing of contacts 22-4, the motor 31 starts to run causingadvance of a ticket. This ticket, on one hand, will soon interrupt andopen the limit switches 32 and 32'. Additionally, the light barrierinterrupting lug 61 is removed from this light barrier, and the lightcan reach the photo resistor 73 causing relay 74 to energize and tomaintain energization of motor 31. Care, of course, should be taken thatthe limit switch 32' Will not open until the lug 61 has receded from thelight barrier. Motor 31 runs for issuing a ticket until the next luginterrupts the light barrier whereupon the motor 31 comes to a completestop and at a position in which the projection 61 causing the stop,remains in a position in which no light reaches resistor 73. Thiscompletes the operating cycle for this embodiment.

It will be recalled that the coils 36 and 56 shown in FIG. 2 serve forpurposes of controlling up and down movement of gate 12. It will berecalled further that the preferred control elements of this type areslow speed motors mounted to operate on the same shaft 18 which is usedto pivot the gate arm 12. An alternative way of operating the gate armis shown in FIG. 5, showing the shaft 18 connected to a double armrocking lever having its two arms respectively linked to plungers 81 and32 pertaining to solenoids 83 and 84, respectively. These solenoids mayhave the coils 36 and 56 as shown in FIG. 2 as their respectiveenergizing coils. A hydrocheck piston 85 may be used to slow down themovement of the double arm lever 80, and, therefore, of the gate 12, toprevent too rapid up and down motions.

In cases the gate arm should be equipped with means which preventsdestruction of objects accidentally in the path of the gate when closingor when opened. For example, persons who accidentally or by negligencehappen to be in the range of the arm 12 when coming down should beprotected. Therefore, as shown in FIG. 6, the arm 12 is comprised of twoportions 12' and 12" positioned to provide a flush lever armconfiguration and having respectively abutting faces of similar size andcontour. Shear pins 86 and 87 are respectively guided in loops 88 and89', but the pins are secured at points 90 and 91. Should for someunforeseen reasons the gate arm 12 meet an object, then the shear pin 87will slide out of its loop 89 while the pin 86 will slide more into theloop 88 and shear off. If the gate arm hits an object from below, thepin 86 will slide out of the loop 87 and will shear oil.

It will be recalled, however, that this safety measure is not needed incase the gate is being operated by these low speed motors of the typementioned above, because upon a meeting of resistance these motors willstall and will not continue to exert torque upon the object impedingfurther rotation.

In FIGS. 7 and 8 there is illustrated another modification for thegatecontrol system involving primarily the ticket spitter. Again thereis provided the ticket basket 63 containing an extended tape out ofwhich the tickets are to be cut. The tickets are first fed onto a tableto be transported by a corrugated drum 101 driven by a slow motion motor31 of the Enercon type which performs the same function as was mentionedabove. An idler roller 102 by its weight insures contact of the tickettape 62 with the transport roller 101.

The tape 62 is then transported into a first chute 103 having an opening104 and a conveniently located transverse passageway 105. A photoresistor 73 which is of the same type as the one mentioned above,monitors this slot 105, and a light source, such as a lamp 72, ispositioned to monitor the passage of the holes in the ticket tape 62.Tape in chute 103 blocks the light passage, but a hole in tape 62permits light to reach resistor 73. The end of this chute 103 finds awindow into which can be moved a cutter 106 operated by a solenoid 107.As will be described more fully below the photo resistor 73 iselectrically connected in series with the solenoid 107. In addition, thesolenoid 107 moves a plunger 108' which is capable of urging a ticketagainst a printing device 109, for example, printing date and time ontothe ticket. The ticket tape 62 before being cut by the cutter 106, istransported into a second chute 110 to move towards the window 17 out ofwhich a cut ticket can be withdrawn in a manner heretofore described.Two juxtaposed limit switches 32 and 11 monitor passage of a ticket andparticularly of the leading edge of the transported ticket tape. Uponoperation, the motor 31 is being energized for advancing the ticket tape62 into the chute 103 and towards chute 110. As will be described withreference to FIG. 8, as soon as the photo resistor 73 detects a hole intape 62, it energizes the solenoid 107 for concurrently cutting a ticketoff the tape and printing on the ticket cut the time, date, etc. Themovement of the plunger of solenoid 107 out of the resting position ismonitored by another switch 112. The plunger is of the "feed throughtype, and its rear end engages the switch 112 when the solenoid is notenergized. Withdrawing a ticket from window 17 is monitored by switches32 and 111 for purposes to be described with reference to FIG. 8.

Proceeding now to the description of FIG. 8, it can be mentioned thatmany of the circuit elements are similar to circuit elements shown inFIG. 2. In particular, the de tector units 14 and 15 together with theirrespective biasing circuits have been omitted, because they are the sameas in the embodiment shown in FIG. 2. Also, the entire gate closingcontrol circuit is the same as shown in FIG. 2 including themodifications described above. The differences in this embodimentrevolve around the gate opening and the ticket ejecting control.

As best tie-in to the circuit shown in FIG. 2, there is shown in FIG. 8the relay 25 which is energized by the approach side detector unit inexactly the same manner as was outlined above. Blade 25-1 of relay 25governs also the relay 22 having additionally its energizing circuitproper controlled by the contact 52-2 which pertains to the gate closecontrol relay .52 shown only in FIG. 2. The holding circuit of relay 22may comprise the holding contact 22-1 or this relay may be of thelatching type with an unlatch circuit to be controlled by the relay 52.This relay 22 has also the contact 22-2 which governs the transformerand energizing input circuit for the approach side detector (14) whichtransformer was designated in FIG. 2 with reference numeral 21.

The output circuit of relay 22 as far as the gate opening control isconcerned is also the same as that of FIG. 2, see contact 22-3.

Turning now to the differences, the second contact 25-2 of the detectoroutput relay 25 controls another relay 113 having three contacts 113-1,2, -3. Contact 113-1 is connected in series with the ticket spittermotor 31. Additionally, this contact 113-1 governs the circuit for thelamp 72 which additionally is connected in series with the limit switch111 of the ticket spitter window (FIG. 7). This limit switch 111 ispositioned in the chute 110 in such a manner that it is normally open,but when a ticket enters and passes through chute 110 the limit switch111 closes and reopens only upon withdrawal of the ticket. This is theopposite mode of operation as far as the concurrently actuated limitswitch 32 in chute 110 is concerned, because limit switch 32 is normallyclosed but is pushed open by a ticket when in chute 110.

The blade 113-1, furthermore, governs the solenoid 107 which isconnected in series with the photo resistor 73. The elements 31, 72 and73 and 107 are additionally governed by a blade 22-4 of relay 22. Thesecond contact 113-2 of relay 113 governs the holding circuit for relay113. Additionally, this holding circuit is governed by the limit switch112 which is normally closed, but it is opened when the plunger ofsolenoid 107 is moved for response. The third blade of relay 113, whichis contact 113-3, governs the solenoid or motor coil 36 for the gateopening control and in addition to contact 22-3.

The gate operating coil 36 is, furthermore, of course governed by thelimit switch 37 responding to the completed opening of the gate which isthe same type of operation as was described above. Thus the gate openingcontrol is similar to FIG. 2 as far as switches 32 and 37 and relay 22are concerned, but additionally here the energization of coil 36 isunder control of the relay 113. The con- 10 tact 113-3 is normallyclosed but is opened for the duration of the response of relay 113.

The device as described thus far operates as follows. It may be assumedthat a car has entered the range of the approach side detectors so thatrelay 25 has responded. It is further assumed that a car which haspreviously passed through the gate has proceeded sufficiently far sothat the contact 52-2 is closed. Thus, response of relay 25 energizesrelay 22 which then holds over its own circuit blade 22-1 or latches,and by opening of contact 22-2 the circuit for transformer 21 isinterrupted. Relay 25 thus responds only for a short duration, and forthis period of time, blade 25-3 closes to energize relay 113. This relaynow holds over its own circuit particularly blade 113-2 thereof, becauselimit switch 112 is presumed to be closed, solenoid 107 is notenergized.

Normally, contact 22-3 is open and contact 113-3 is closed; energizationof relay 25 provides concurrent energization of relays 22 and 113 sothat contact 22-3 closes a preparatory step for energization of coil 36,but contact 113-3 opens so that the coil 36 still does not energize.Relays 113 and 22 further close their contacts 113-1 and 22-4,respectively, and motor 31 starts to run. In the position out of whichthe motor 31 starts for advancing tape 62, there was a hole in theticket tape 62 in optical alignment with lamp 72 and photo resistor 73.However, at this point there is no ticket in chute 110 because theprevious ticket out was withdrawn, which means that the limit switch 111is open. Thus, no light is emitted by the lamp 72, and no lightstimulates photo resistor 73. Solenoid 107 remains unenergized eventhough contacts 22-4 and 113-1 are closed. Thus, as far as the solenoid107 is concerned, the closing of the contacts 113-1 and 22-4 is of noavail.

Now the tape 62 is advanced by motor 31 and drums 101 and 102 and soonthe tape enters chute 110. At this time the hole which was in opticalalignment with elements 72 and 73 is removed. The leading edge of theticket tape yet uncut actuates the limit switches 32 and 111. Switch 111closes and the lamp 72 lights up. Ticket material in chute 103 blocksthe light path, so that the resistor 73 still remains high ohmic and noenergizing current flows into the coil of solenoid 107. Also, limitswitch 32 opens. As will be seen, the energization of the gate closingcontrol 36 will finally occur when upon withdrawal of the ticket thelimit switch 32 closes again.

The length of the ticket tape to be advanced is metered by the lightbarrier set up by the lamp 72. As soon as the next hole in tape 62permits passage of light through the opening 105 in chute 103 so as toreach the photo resistor 73 the latter becomes low ohmic and energizesthe solenoid 107. As was described above, the solenoid 107 causes thecutter 106 and stamp stencil 108 to advance so that a ticket is cut andthe time is stamped.

The response of the solenoid 107, additionally, triggers switch 112 toopen up the holding circuit of relay 113, which deenergizes and opensits contacts 113-1 and 113-2 but closes the contact 113-3. The openingof contact 113-1 stops motor 31 instantly. Also, the circuits for lamp72 and for the solenoid 107 are interrupted. However, the solenoid107 isof the fast acting type, and there is, of course, a delay in between theresponse of solenoid 107 and the interruption of its energizationcircuit, so that the relative fast interruption of solenoid 107 does notimpede the cutting and stamping action.

The opening of contact 113-2 interrupts the holding circuit for therelay 113 so that a return of the plunger of solenoid 107 though causingthe limit switch 112 to close again, will not trigger reenergization ofrelay 113. It should be mentioned that in this embodiment it is alsotrue what was stated above, namely that the relay 25 can only respondnow when another car approaches the approach side detector and after thepresent car has passed through the gate and receded from the rear sidedetector. Thus the relay 113 which is initially energized by the relay25 can therefore likewise respond only after relay 25 is again permittedto respond.

Finally the deener-gization of relay 113 causes the contact 1134; toclose. Now there still is no circuit completed for the coil 36 becausethe ticket though cut is still in chute 110 and keeps the limit switch32 open. When the driver of the car withdraws the ticket, all contacts22-3, 1Ii33, 32 and 37 are closed and coil 36 responds to open the gate.

The gate closing procedure is the same as outlined above, since the samecircuit elements as shown in FIG. 2

are employed for this purpose. Specifically the relay 22 is preventedthrough the contact 52Z from responding until the car has passed throughthe gate and cleared the rear side detector unit.

Only for the duration that the ticket is in chute 110 does the limitswitch 111 close. Upon withdrawal of the ticket the limit switch 111opens again and will reclose only after the leading edge of the cut tapeportion, which at that time is at the end of chute 103, has advanced toenter chute 110. This will happen only after another car has approachedthe gate.

The invention is not limited to the embodiments described above, but allchanges and modifications thereof not constituting departures from thespirit and scope of the invention are intended to be covered by thefollowing claims.

I claim:

1. control system for a gate governing a driveway, comprising:

a post positioned next to the driveway, there being a gate pivotablymounted to the post to selectively block and open passage through saiddriveway;

a first and a second magnetic detector unit respectively positionedahead and behind said gate, and being individually energizable byinteraction with a magnetic field of a car;

a first control means which includes a ticket dispensing device foroperating upon said gate to open said gate in response to said firstdetector and withdrawal of a ticket;

second control means for operating upon said gate to close gate inresponse to said second detector;

and third control means governed by said second detector preventingreenergization of said first control means by said first detector untilresponse of said second detector.

2. A driveway entrance control system comprising:

a post positioned next to the entrance, there being a gate pivotablymounted to the post by means of a shaft; to selectively block and openpassage through said entrance;

a first and a second magnetic detector unit respectively positionedahead and behind said gate at the entrance driveway controlled by saidgate, and being individually energizable by interaction with themagnetic field of a car;

first and second circuit means respectively governed by said detectorunits to respectively establish circuit connections upon a response ofsaid detector units;

a ticket spitter operated by said first circuit means for ejectingtickets;

a first operating electromagnetic coil energized with electric currentupon withdrawal of a ticket from said ticket spitter;

linking means for pivoting said shaft and being electromagneticallyoperated by said first coil to pivot said gate for opening of said gate;

a second operating electromagnetic coil energized with electric currentcontrolled by said second circuit means when a car reaches said seconddetector, for operating said linking means for pivoting said gate toclose said gate;

and means for blocking further response of said first circuit meansuntil response of said second circuit means.

3. A control system for a gate governing a driveway,

comprising:

a post positioned next to the driveway, there being a gate pivotablymounted to the post to selectively block and open a passage through saiddriveway;

a first and a second detector unit each including a permanent magnetcapable of operating switching means;

said first and second detector units positioned respectively in frontand behind of said gate for actuation by the magnetic field of a carwhen respectively approaching said gate and receding from said gate atthe other side thereof;

a ticket dispensing device controlled by the first detector andincluding a switching means actuated upon withdrawal of a ticket;

and first and second circuit means respectively operated by saidswitching means and said second detector for respectively operatingfirst and second electromagnetic means coupled to said gate for openingand closing said gate, said first circuit means disenabling itself afterresponse of said first detector, said second circuit means re-enablingsaid first circuit means subsequent to response by said detector.

4. A driveway entrance gate control system comprising:

a post positioned next to the driveway, there being a gate pivotablymounted to the post to selectively block and open passage through saidentrance, and having an operating shaft;

21 first and second magnetic detector unit respectively positioned aheadand behind said gate at the entrance driveway as controlled by saidgate, and being individually energizable by interaction with themagnetic field of a car;

a first and second electromagnetic operating coil;

linkage means coupled to said shaft and being electromagneticallycoupled to said coils to rotate said shaft in opposite direction uponenergization of said first or said second coil;

first means which includes a ticket dispensing device operating saidfirst motor in response to said first detector and withdrawal of aticket, and including means for temporarily blocking a subsequentresponse of said first detector;

and second means operating said second motor upon response of saidsecond detector and including means for unblocking said first means.

5. A control system for a gate governing a driveway,

comprising:

a post positioned next to the driveway, there being a gate pivotablymounted to the post to selectively block and open passage through saidentrance;

a first and a second magnetic detector unit respectively positionedahead and behind said gate at said driveway, and being individuallyenergizable by interaction with the magnetic field of a car;

first control means which includes a ticket dispensing device foroperating upon said gate to open said gate in response to said firstdetector and withdrawal of aticket;

second control means for operating upon said gate to close said gate inresponse to said second detector;

and third control means governed by said second detector preventingreenergization of said first control means by said first detector untila car having passed through said gate has entered and left again therange of said second detector.

6. In a gate control system, comprising:

supporting means positioned adjacent to an entrance, a gate pivotallymounted to said supporting means to selectively block and open passagethrough said entrance;

a detector unit positioned at said entrance for energization in responseto the magnetic field of an approaching car;

a ticket spitter including means for advancing a ticket tape from whichtickets are to be cut, said tape having regularly spaced holes;

a slow motion motor for driving said tape advancing means;

tape cutter means positioned along the path of the tape as advanced forcutting individual tickets from such tapes;

circuit means connected to the detector unit and being responsive toenergization of said detector for energizing said motor to drive saidtape advancing means;

switching means actuated by said advanced ticket tape;

photoelectric detector means responsive to the passage of a hole duringadvancing of said tape;

circuit means for stopping said motor in response to said photoelectricdetector means when detecting a hole and for actuating said cuttermeans; and

electromagnetic means coupled to said gate for providing gate openingcontrol and being connected to said switching means for actuationtherefrom upon withdrawal of a cut ticket.

7. In a parking lot entrance gate control system, a

ticket spitter, comprising:

means for advancing a ticket tape from which tickets are to be cut, saidtape having regularly spaced holes;

slow motion motor means coupled to said advancing means for driving saidadvancing means;

tape cutter means positioned along the path of the tape advanced by theadvancing means;

external control means connected to said motor for energizing said motorto drive said advancing means;

detector means responsive to passage of a hole during advancing of saidtape positioned along the path of the tape as advanced by the advancingmeans;

first circuit means for stopping said motor in response to said detectormeans when detecting a hole, and actuating said cutter means;

and second circuit means for desensitizing said detector eans subsequentto response thereof, said desensitizing being terminated subsequent toenergization of said motor.

8. A parking lot entrance gate control system comprising:

a pivotable gate positioned to selectively block and open passagethrough said entrance;

means positioned adjacent said entrance for pivotably mounting saidgate;

a sprocket wheel for advancing tickets forming an elongated tape, saidWheel being provided with apertures angularly disposed in accordancewith the length of the ticket;

a stationary solenoid operating a spring biased plunger capable of beingreceived by one of said apertures to position arrest said wheel, saidsolenoid when energizing restricting said plunger to permit rotation ofsaid wheel by a step terminated when the plunger reenters the respectivenext aperture;

a slow speed oscillating type motor having its rotor output connecteddirectly to said wheel for driving said wheel;

a magnetic detector unit positioned for energization and response by anapproaching car, said detector unit when responding temporarilyenergizing said solenoid;

circuit means for energizing said motor upon response of said detectorunit and for a duration sufiicient for said sprocket wheel to advanceone ticket; and

electromagnetic means coupled to said gate andbeing electricallyconnected to said detector to become enabled for energization upon aresponse of said detector unit and subsequent to a rotation step by saidwheel, said electromagnetic means providing for gate opening control.

9. In a system of the character described, a ticket dispensing device,comprising:

electrically operated tape advancing means for advancing a tape fromwhich tickets are to be cut, said tape having regularly spacedperforations;

electrically operable tape cutting means positioned along the path ofthe tape as advanced by the advancing means for cutting tickets from thetape;

first means for receiving an externally supplied signal and beingconnected to the advancing means for starting same thereby initiatingadvancing of the tape; and

second means responsive to the absence and presence of a perforation inthe tape in a particular location to sustain energization of theadvancing means in the absence of a perforation of the particularlocation and to cause stopping of the advancing means and temporaryenergization of the cutting means when .a perforation is in theparticular location.

It). In a system of the character described, a ticket dispensing device,comprising:

electrically operated tape advancing means for advancing a tape fromwhich tickets are to be cut, said tape having regularly spacedperforations;

electrically operable tape cutting means positioned along the path ofthe tape as advanced by the advancing means for cutting tickets from thetape;

a first detector positioned in proximity to the dispensing device andproviding a signal when a vehicle approaches the dispensing device, andbeing connected to the advancing means so that the signal starts theadvancing means thereby initiating advancing of the tape the detectorincluding circuit means for disabling itself after having provided thesignal;

means for monitoring the absence and presence of a perforation in thepaper in a particular location to sustain energization of the advancingmeans in the absence of a perforation of the particular location and tocause stopping of the advancing means and temporary energization of thecutting means when a perforation passes through the particular location;

and a second detector positioned and connected to provide a reenablingsignal to the first detector when the vehicle recedes from thedispensing device.

11. In a system of the character described, a ticket dispensing device,comprising:

electrically operated tape advancing means for advancing a tape fromwhich tickets are to be cut, said tape having regularly spacedperforations;

electrically operable tape cutting and stamping means positioned alongthe path of the tape as advanced by the advancing means for respectivelycutting tickets from the tape and providing an imprint thereon, saidcutting and stamping means being mounted to a single electricallyoperable operating element;

first means for receiving an externally supplied signal and beingconnected to the advancing means for starting same thereby initiatingadvancing of the tape; and

second means responsive to the absence and presence of a perforation inthe paper in a particular location to sustain energization of theadvancing means in the absence of a perforation in the particularlocation and to cause stopping of the advancing means and temporaryenergization of the operating element of the cutting and stamping meanswhen a perforation is in the particular location.

12. A parking lot entrance gate control system comprising:

a post positioned next to the driveway, there being a gate pivotablymounted to the post to selectively block and open passage through saidentrance;

electrically operable tape advancing means for advancing a tape fromwhich tickets are to be cut, said tape having regularly spacedperforations;

a magnetic detector unit positioned for energization and response by anapproaching car;

first circuit means connected to the detector unit and to theadvancingmeans for initiating energization of 'the' advancing'means whenthe detector unit has responded to an approaching car;

electrically operable tape cutting and stamping means positioned alongthe path of the tape as advanced by the advancing means 'forrespectively cutting tickets from the tape and providing an imprintthereon;

second circuit means responsive tothe absence and presence of aperforation in the paper in a particular location to sustainenergization of the advancing means in the absence of a perforation ofthe particular location and to cause stopping of the advancing means andtemporary energization of the cutting and stamping means when aperforation is in the partioular location; and

electromagnetic means connected for cnerg'ization upon withdrawal of aticket and providing for gate opening control.

13. An entrance gate control system as set forth in claim 12 comprising:

second magnetic detector positioned to be responsive to the magneticfield of a car after having passed through said gate when opened; and

means for closing said gate in response to said second detector means.

14. A control system for a gate as set forth in claim 1 comprising:

said first and second control means respectively including a first andsecond slow speed motor having a common shaft but rotating said shaft inopposite directions, said gate being mounted on said shaft;

first circuit means operating said first motor in response of said firstdetector; and

second circuit means operating said second motor upon response of saidsecond detectorv 15. A driveway entrance gate control system comprisin ga post positioned next to the driveway, there being a 1 6 gate pivotablymounted to the post to selectively block and open passage through saidentrance; a first and a second magnetic detector unit respectivelypositioned ahead and behind said gate at the entrance driveway ascontrolled by said gate, and being individually energizable byinteraction with the magnetic field of a car;

first control means connected for operating upon said gate to open saidgate;

circuit means connected to the first control means and to said firstdetector to enable saidfirst control means in response to energizationof said first detector;

means for manually operating upon said first control means when enabled,to cause said first control means to open said gate;

second control means connected for operating'upon said gate to closesaid gate in response to said second detector;

and third control means connected to the first control means and furtherconnected to and governed by said second detector for preventingreenergization of said first control means by said first detector untilresponse of said second detector.

References Cited UNITED STATES PATENTS 2,540,694 2/1951 Sieg 82-364 X2,589,478 3/1952 Curtis 49-25 2,724,939 1-1/1955 Vogt 53-389 2,795,8756/1957 Nutter et al. 49-264 X 2,826,882 3/1958 Jensen 5266 2,842,8767/1958 Chicoine et al. 49-49 X 2,850,091 9/1958 Carter 83-365 2,906,5059/1959 Orr et al. 49-35 2,999,520 9/1961 Lowman 83-365 X 3,063,17911/1962 Auer 49-31 DAVID J. WILLIAMOWSKY, Primary Examiner.

HARRISON R. MOSELEY, Examiner.

D. L. TAYLOR, Assistant Examiner.

1. A CONTROL SYSTEM FOR A GATE GOVERNING A DRIVEWAY, COMPRISING: A POSTPOSITIONED NEXT TO THE DRIVEWAY, THERE BEING A GATE PIVOTABLY MOUNTED TOTHE POST TO SELECTIVELY BLOCK AND OPEN PASSAGE THROUGH SAID DRIVEWAY; AFIRST AND SECOND MAGNETIC DETECTOR UNIT RESPECTIVELY POSITIONED AHEADAND BEHIND SAID GATE, AND BEING INDIVIDUALLY ENERGIZABLE BY INTERACTIONWITH A MAGNETIC FIELD OF A CAR; A FIRST CONTROL MEANS WHICH INCLUDES ATICKET DISPENSING DEVICE FOR OPERATING UPON SAID GATE TO OPEN SAID GATEIN RESPONSE TO SAID FIRST DETECTOR AND WITHDRAWAL OF A TICKET; SECONDCONTROL MEANS FOR OPERATING UPON SAID GATE TO CLOSE GATE IN RESPONSE TOSAID SECOND DETECTOR; AND THIRD CONTROL MEANS GOVERNED BY SAID SECONDDETECTOR PREVENTING REENERGIZATION OF SAID FIRST CONTROL MEANS BY SAIDFIRST DETECTOR UNTIL RESPONSE OF SAID SECOND DETECTOR.